Civil aviation pilot manual operation proficiency quantitative evaluation method and device

Abstract

The application discloses a kind of civil aviation pilot artificial operation proficiency quantitative evaluation method and device, its method includes: S1, setting research flight phase, research flight phase includes take-off to climb phase, approach to landing phase, intercepts research flight phase QAR data;S2, the data of take-off to climb phase and approach to landing phase are respectively manipulated proficiency quantitative evaluation.This application takes off to climb phase and approach to landing phase as research flight phase, with high artificial operation intensity and great difficulty, can obtain multi-aspect evaluation value according to take-off to climb phase and approach to landing phase respectively, and simultaneously adopts weighted fusion to obtain take-off to climb phase evaluation result, approach to landing phase evaluation result and research flight phase comprehensive evaluation result, realizes the quantitative evaluation of artificial operation in stage, in aspect and multi-fusion, is favorable for improving flight training effect and the operation skill of pilot.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of pilot ability evaluation, in particular to a civil aviation pilot manual control proficiency quantitative evaluation method and device. BACKGROUND

[0002] In the operation of the aircraft, the automatic equipment of the aircraft is an effective tool to reduce the workload of the pilot and improve the safety margin. However, excessive reliance on automatic equipment also leads to the degradation of the pilot's manual control ability, and when the automatic equipment cannot work as expected or degrades, it can lead to unsafe incidents or even accidents. Implementing manual control in operation is a normal and necessary flight mode, and the pilot has good manual control skills, which is an important means to ensure safe operation and enhance emergency response capability.

[0003] Manual control refers to the pilot manually controlling the attitude, flight path and energy of the aircraft through the control device such as the control stick, thrust handle and rudder. It involves different stages of the flight process, and from the operation intensity, operation amount and operation importance of manual control, the takeoff to climb stage and the approach to landing stage are very important manual control of the aircraft. The current quantification of manual control mainly uses "manual control time" as the quantitative indicator, but this measurement method ignores the differences in the pilot's control of the aircraft's attitude, configuration, height, heading, circling and energy, and does not include airport environment differences and approach method differences in the quantification algorithm, resulting in insufficient accuracy of the quantification algorithm and difficulty in differentiating management of pilots, so as to carry out targeted training and maintain and improve the pilot's manual control ability. Therefore, it is necessary and urgent to implement differentiated flight quality monitoring standards in automatic and manual control according to different operating environments, operating stages and operating risks, to research effective monitoring and quantification methods, to accurately measure the pilot's manual control, and to take effective measures to maintain and improve the pilot's manual control ability and reduce the corresponding human risk. SUMMARY

[0004] The present application aims to solve the technical problems pointed out in the background art, and provides a civil aviation pilot manual control proficiency quantitative evaluation method and device, which extracts data and parameters from QAR data of the research flight stage at the set research flight stage to evaluate each index of the pilot's manual control separately or in combination, respectively obtains the height control quantitative evaluation value, the speed control quantitative evaluation value, the speed control quantitative evaluation value and the configuration control quantitative evaluation value, realizes quantitative evaluation of different aspects of manual control, facilitates in-depth quantitative evaluation of the pilot's manual control operation ability, realizes accurate, intuitive and efficient quantitative evaluation of the pilot's control, and gives targeted technical suggestions and support for subsequent pilot control training guidance.

[0005] The object of the present application is achieved by the following technical solutions:

[0006] A method for quantitatively evaluating the proficiency of manual operation of a civil aviation pilot, comprising:

[0007] S1, setting a research flight phase, the research flight phase including a take-off to climb phase and an approach to landing phase, and intercepting QAR data of the research flight phase;

[0008] S2, intercepting data of the take-off to climb phase and the approach to landing phase respectively to quantitatively evaluate the proficiency of manual operation, and the quantitative evaluation method includes the following evaluation methods alone or in combination:

[0009] A, a height operation quantitative evaluation method: the height operation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0010] wherein is the height operation quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is the height at which the automatic pilot is disconnected in the take-off to climb phase or the approach to landing phase, is the elevation of the take-off airport in the take-off to climb phase or the elevation of the landing airport in the approach to landing phase, is the airport elevation coefficient, is the flight guidance state coefficient, is the height operation quantitative upper limit threshold value;

[0011] B, a speed operation quantitative evaluation method: the speed operation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0012] wherein is the speed operation quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is the airspeed identified as the starting point in the take-off to climb phase or the approach to landing phase, is the airspeed identified as the ending point in the take-off to climb phase or the approach to landing phase, is the automatic throttle state coefficient, is the speed operation quantitative upper limit threshold value;

[0013] C. Slope control quantitative evaluation method: respectively extract the slope value sequence set of the take-off to climb stage and the approach to landing stage, respectively count the slope value sequence set of all historical flights from take-off to climb stage and approach to landing stage, and divide them into P levels based on the cumulative time ordering of the slope value, each level is assigned an evaluation score, and the quantitative evaluation value of the slope control of the take-off to climb stage or / and the approach to landing stage is calculated according to the evaluation score of the level, and the upper limit threshold of the slope control quantitative evaluation value is set , the slope control quantitative evaluation value is less than or equal to ;

[0014] D. Configuration control quantitative evaluation method: respectively extract the configuration state combination data of the take-off to climb stage and the approach to landing stage including flaps and slats, and obtain the configuration control quantitative evaluation value of the take-off to climb stage or / and the approach to landing stage according to the following method:

[0015] , wherein is the configuration control quantitative evaluation value of the take-off to climb stage or the approach to landing stage, is the configuration state record data identified as the starting point of the take-off to climb stage or the approach to landing stage, is the configuration state record data identified as the ending point of the take-off to climb stage or the approach to landing stage, is the configuration control quantitative upper limit threshold.

[0016] In order to better realize the present application, in method S2, the quantitative evaluation method is combined with the height control quantitative evaluation value, the speed control quantitative evaluation value, the slope control quantitative evaluation value, and the configuration control quantitative evaluation value according to the take-off to climb stage and the approach to landing stage respectively;

[0017] Among them, the take-off to climb stage: , wherein is the comprehensive evaluation value of the take-off to climb stage, is the height control quantitative evaluation value of the take-off to climb stage, is the speed control quantitative evaluation value of the take-off to climb stage, is the speed control quantitative evaluation value of the take-off to climb stage, is the configuration control quantitative evaluation value of the take-off to climb stage;

[0018] The approach to landing stage: , wherein is the comprehensive evaluation value of the approach to landing stage, is the height control quantitative evaluation value of the approach to landing stage, is the speed control quantitative evaluation value of the approach to landing stage, a quantitative evaluation value of the speed manipulation for the approach to landing phase, a quantitative evaluation value of the configuration manipulation for the approach to landing phase.

[0019] Further preferred technical solutions: the height manipulation quantitative evaluation method, the speed manipulation quantitative evaluation method, the slope manipulation quantitative evaluation method, and the configuration manipulation quantitative evaluation method are based on the same upper threshold value for method evaluation.

[0020] Still further preferred technical solutions: in the method S2, the quantitative evaluation method combines the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the slope manipulation quantitative evaluation value, and the configuration manipulation quantitative evaluation value, and combines the takeoff to climb phase and the approach to landing phase for comprehensive evaluation:

[0021] , wherein is a comprehensive evaluation value of the takeoff to climb phase and the approach to landing phase, , is a comprehensive evaluation value of the takeoff to climb phase and the approach to landing phase, respectively, , is a weight coefficient of the takeoff to climb phase and the approach to landing phase, respectively.

[0022] Preferably, the weight coefficient takes a value of the time ratio or distance ratio of the takeoff to climb phase in the total of the takeoff to climb phase and the approach to landing phase; the weight coefficient takes a value of the time ratio or distance ratio of the approach to landing phase in the total of the takeoff to climb phase and the approach to landing phase.

[0023] Preferably, the takeoff to climb phase intercepts the QAR data from engine start to automatic driving connection and in the takeoff phase, and does not reach the level flight phase, the engine start has a corresponding identification identifier in the original QAR data, and the automatic driving connection has a corresponding identification identifier in the original QAR data; the approach to landing phase intercepts the QAR data from automatic driving disconnection to engine shutdown and in the landing phase, and does not reach the level flight phase, the landing phase includes landing go-around, the engine shutdown has a corresponding identification identifier in the original QAR data, and the automatic driving disconnection has a corresponding identification identifier in the original QAR data.

[0024] Preferably, the research flight phase QAR data in method S1 further comprises parameter mapping normalization processing, the method being as follows: a parameter standard library is constructed, the parameter standard library comprising parameter standard naming and corresponding historical parameter names, the parameter standard library constructing a plurality of one-to-many parameter mapping relationships of historical parameter names corresponding to parameter standard naming, the historical parameter names being derived from historical flight QAR data; and the parameters of the research flight phase QAR data are converted to parameter standard naming by corresponding mapping.

[0025] Preferably, the flight guidance state coefficient in method S2 is The value method is as follows: if the take-off to climb phase or the approach to landing phase is connected throughout the whole phase, if the take-off to climb phase or the approach to landing phase is not connected throughout the whole phase, if the take-off to climb phase or the approach to landing phase is connected in part, , is the time or distance proportion of the flight guidance state connection; the automatic throttle state coefficient in method S2 is The value method is as follows: if the take-off to climb phase or the approach to landing phase is connected throughout the whole phase, if the take-off to climb phase or the approach to landing phase is not connected throughout the whole phase, if the take-off to climb phase or the approach to landing phase is connected in part, , is the time or distance proportion of the automatic throttle state connection; the airport elevation coefficient calculation expression is as follows: , is the elevation of the take-off airport in the take-off to climb phase or the elevation of the landing airport in the approach to landing phase.

[0026] Preferably, in the slope control quantitative evaluation method, only N1 slope intervals of interest are selected to respectively perform sorting, grading, and grade assignment evaluation of the slope intervals of interest, and N1 slope control quantitative evaluation values corresponding to the N1 slope intervals of interest are obtained, the slope control quantitative upper threshold value corresponding to the slope interval of interest being: , is the weight of the slope interval of interest.

[0027] The application discloses a device for realizing quantitative evaluation of manual operation proficiency of civil aviation pilots, which comprises a QAR data intercepting and processing module and a quantitative evaluation calculation system, wherein the QAR data intercepting and processing module is used for intercepting QAR data of a research flight phase, and the research flight phase comprises a take-off to climbing phase and an approach to landing phase; the quantitative evaluation calculation system comprises a height operation quantitative evaluation module, a speed operation quantitative evaluation module, a slope operation quantitative evaluation module and a configuration operation quantitative evaluation module; the quantitative evaluation calculation system respectively intercepts data of the take-off to climbing phase and the approach to landing phase and inputs the data into the height operation quantitative evaluation module, the speed operation quantitative evaluation module, the slope operation quantitative evaluation module and the configuration operation quantitative evaluation module; the height operation quantitative evaluation module obtains a height operation quantitative evaluation value of the take-off to climbing phase or / and the approach to landing phase according to the following method: , wherein is the height operation quantitative evaluation value of the take-off to climbing phase or the approach to landing phase, is a height at which automatic driving is disconnected in the take-off to climbing phase or the approach to landing phase, is an elevation of a take-off airport in the take-off to climbing phase or an elevation of a landing airport in the approach to landing phase, is an airport elevation coefficient, is a flight guide state coefficient, is a height operation quantitative upper limit threshold value; the speed operation quantitative evaluation module obtains a speed operation quantitative evaluation value of the take-off to climbing phase or / and the approach to landing phase according to the following method:

[0028] , wherein is the speed operation quantitative evaluation value of the take-off to climbing phase or the approach to landing phase, is an air speed identified as a starting point in the take-off to climbing phase or the approach to landing phase, is an air speed identified as a terminal point in the take-off to climbing phase or the approach to landing phase, is an automatic throttle state coefficient, is a speed operation quantitative upper limit threshold value; the slope operation quantitative evaluation module respectively extracts a slope value sequence set of the take-off to climbing phase and the approach to landing phase, respectively counts slope value sequence sets of all historical flights in the take-off to climbing phase and the approach to landing phase, and divides the slope value sequence sets into P grades based on accumulated time sorting, each grade is assigned an evaluation score, the grade assignment evaluation score of the take-off to climbing phase or / and the approach to landing phase is counted, and a slope operation quantitative upper limit threshold value is set, and the slope operation quantitative evaluation value is less than or equal to ; the configuration manipulation quantitative evaluation module extracts configuration state combination data including flaps and slats in the take-off to climb stage and the approach to landing stage respectively, and obtains the configuration manipulation quantitative evaluation value of the take-off to climb stage or / and the approach to landing stage according to the following method: , wherein is the configuration manipulation quantitative evaluation value of the take-off to climb stage or the approach to landing stage, is the configuration state record data identified as the starting point in the take-off to climb stage or the approach to landing stage, is the configuration state record data identified as the ending point in the take-off to climb stage or the approach to landing stage, is the configuration manipulation quantitative upper limit threshold value; and the quantitative evaluation calculation system outputs the quantitative evaluation results separately or in combination.

[0029] Compared with the prior art, the present application has the following advantages and beneficial effects:

[0030] (1) The present application extracts data and parameters from the set research flight stage QAR data to extract data and parameters to separately or in combination evaluate each index of the pilot's manual manipulation, respectively obtains the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value and the configuration manipulation quantitative evaluation value, realizes quantitative evaluation of manual manipulation in different aspects, facilitates in-depth quantitative evaluation of the pilot's manual manipulation operation ability, realizes accurate, intuitive and efficient quantitative evaluation of the pilot's manipulation, and gives targeted technical suggestions and support for subsequent pilot manipulation training guidance.

[0031] (2) The present application objectively evaluates and analyzes the pilot's manipulation behavior and ability through in-depth quantitative pilot manual manipulation proficiency, helps the airline to timely master the manual flight ability of each pilot, thereby strengthening flight manipulation training, enhancing manipulation proficiency, reducing flight risk and improving flight safety; the present application provides a scientific and comprehensive manipulation proficiency quantitative evaluation method, meets the needs of the civil aviation industry for flight data analysis and operation proficiency and safety, and provides strong technical support for flight safety, flight training and technical analysis.

[0032] (3) The present application constructs a parameter standard library, standardizes the content of the Chinese name, English name, unit and type of the parameter, solves the problem of non-uniformity of parameter names of all types and multiple configurations based on the standardized flight parameter dictionary, greatly reduces the workload of researchers in processing basic data, reduces the threshold for researchers to fully understand related basic knowledge, and improves the accuracy of flight safety related analysis.

[0033] (4) The present application takes the high artificial operation intensity and great difficulty of the take-off to climb stage and the approach to landing stage as the research flight stage, can obtain the height control quantitative evaluation value, the speed control quantitative evaluation value, the speed control quantitative evaluation value and the configuration control quantitative evaluation value according to the take-off to climb stage and the approach to landing stage respectively, simultaneously obtains the take-off to climb stage evaluation result, the approach to landing stage evaluation result and the research flight stage comprehensive evaluation result by using weighted fusion, realizes the quantitative evaluation of artificial control in stages, aspects and multiple fusion, is favorable for improving the flight training effect and the operation skill of the pilot, and further improves the flight safety.

[0034] (5) The present application can help to evaluate the operation skill of the pilot, so as to more effectively identify the weak link of the control ability; in the flight training and pilot evaluation, the risk of human operation failure can be reduced through regular quantitative test, and the safety of flight is improved. Through the quantification of the pilot control skill, the training department can formulate more targeted and individualized training plans according to the performance of each pilot; the quantitative evaluation can help to identify the advantages and weaknesses of the pilot, so as to strengthen the training of the weak link in the training.

[0035] (6) Through the quantitative evaluation of the operation proficiency of the pilot, the pilot can understand his performance in various flight operations through standardized indicators, so as to self-adjust and optimize the flight skill, improve the efficiency and accuracy of flight. The present application can be extended to the management of the whole life cycle of the pilot, and is suitable for the proficiency evaluation of the whole life cycle of the pilot, the individual difference analysis of the pilot, etc.; specifically, the flight proficiency of the pilot in the life cycle is calculated, and a prompt is sent in time when the proficiency decreases to the warning threshold; at the same time, a standard proficiency decay curve is constructed, which is used for analyzing the difference of the proficiency decay rate of the pilot. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 The method flow chart of the artificial control proficiency quantitative evaluation method for civil aviation pilots of the present application;

[0037] Figure 2 The parameter mapping construction principle schematic diagram of the parameter standard library in the embodiment;

[0038] Figure 3 The elevation AE principle schematic diagram of the airport runway in the embodiment;

[0039] Figure 4 The schematic diagram of the slope in the embodiment;

[0040] Figure 5 The main code schematic diagram of the software about cleaning treatment in the embodiment;

[0041] Figure 6The main code diagram of the software in the embodiment about obtaining the elevation;

[0042] Figure 7 The main code diagram of the software in the embodiment about obtaining the slope duration function;

[0043] Figure 8 The main code diagram of the software in the embodiment about calculating the height control quantitative evaluation value in the take-off-to-climb phase;

[0044] Figure 9 The main code diagram of the software in the embodiment about calculating the speed control quantitative evaluation value in the take-off-to-climb phase;

[0045] Figure 10 The main code diagram of the software in the embodiment about calculating the slope control quantitative evaluation value in the take-off-to-climb phase;

[0046] Figure 11 The main code diagram of the software in the embodiment about calculating the configuration control quantitative evaluation value in the take-off-to-climb phase. DETAILED DESCRIPTION

[0047] The application will be further described in detail below in combination with the embodiments:

[0048] Embodiment One

[0049] As shown in the accompanying drawings, a quantitative evaluation method for the manual control proficiency of a civil aviation pilot includes the following steps: Figure 1

[0050] S1, setting a research flight phase, the research flight phase including a take-off-to-climb phase and an approach-to-landing phase, and intercepting QAR data of the research flight phase.

[0051] S2, intercepting data of the take-off-to-climb phase and the approach-to-landing phase respectively to perform quantitative evaluation of the control proficiency, and the quantitative evaluation method includes the following evaluation methods alone or in combination:

[0052] A, a height control quantitative evaluation method: the height control quantitative evaluation value of the take-off-to-climb phase or / and the approach-to-landing phase is obtained according to the following method:

[0053] wherein is the height control quantitative evaluation value of the take-off-to-climb phase or the approach-to-landing phase, is the height at which the automatic pilot is disconnected in the take-off-to-climb phase or the approach-to-landing phase, is the elevation of the take-off airport in the take-off-to-climb phase or the elevation of the landing airport in the approach-to-landing phase, is the airport elevation coefficient, ​a flight state coefficient, a height control quantization upper threshold value.

[0054] B, a speed control quantization evaluation method: the speed control quantization evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0055] , wherein the speed control quantization evaluation value of the take-off to climb phase or the approach to landing phase, the airspeed identified as the starting point in the take-off to climb phase or the approach to landing phase, the airspeed identified as the ending point in the take-off to climb phase or the approach to landing phase, an automatic throttle state coefficient, a speed control quantization upper threshold value.

[0056] C, a slope control quantization evaluation method: the slope value sequence set of the take-off to climb phase and the approach to landing phase is extracted respectively, the slope value sequence set of all historical flights of the take-off to climb phase and the approach to landing phase is counted respectively, and based on the slope value, the sequence is sorted according to the cumulative time and divided into P levels, each level is assigned an evaluation score, and the slope control quantization evaluation value of the take-off to climb phase or / and the approach to landing phase is counted according to the evaluation score of the level, and a slope control quantization upper threshold value is set, and the slope control quantization evaluation value is less than or equal to .

[0057] D, a configuration control quantization evaluation method: configuration state combination data including flaps and slats in the take-off to climb phase and the approach to landing phase is extracted respectively, configuration state is detected by the aircraft to record in real time, and the configuration state is the opening degree data of the flaps or the slats, and the configuration control quantization evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0058] , wherein the configuration control quantization evaluation value of the take-off to climb phase or the approach to landing phase, the configuration state record data identified as the starting point in the take-off to climb phase or the approach to landing phase, the configuration state record data identified as the ending point in the take-off to climb phase or the approach to landing phase, The upper limit threshold is configured for the configuration manipulation. According to the quantitative evaluation method, the corresponding height manipulation quantitative evaluation value, speed manipulation quantitative evaluation value, slope manipulation quantitative evaluation value and / or configuration manipulation quantitative evaluation value of the take-off to climb phase and the approach to landing phase are obtained, and then the corresponding evaluation values of the two phases are output respectively to realize the quantitative evaluation of the different aspects of the pilot's manual manipulation proficiency.

[0059] In some embodiments, the height manipulation quantitative evaluation method, the speed manipulation quantitative evaluation method, the slope manipulation quantitative evaluation method and the configuration manipulation quantitative evaluation method are based on the same upper limit threshold for method evaluation.

[0060] In some embodiments, the take-off to climb phase intercepts the QAR data from engine start to automatic driving connection and in the take-off phase, and does not reach the level flight phase. The engine start has a corresponding identification identifier in the original QAR data, and the automatic driving connection has a corresponding identification identifier in the original QAR data. The approach to landing phase intercepts the QAR data from automatic driving disconnection to engine shutdown and in the landing phase and non-level flight phase. The landing phase includes landing go-around, and the engine shutdown has a corresponding identification identifier in the original QAR data, and the automatic driving disconnection has a corresponding identification identifier in the original QAR data.

[0061] Embodiment Two

[0062] As shown in Figure 1 A civil aviation pilot manual manipulation proficiency quantitative evaluation method, the method comprising:

[0063] S1, set the research flight phase, the research flight phase includes the take-off to climb phase, the approach to landing phase, and intercept the QAR data of the research flight phase. In some embodiments, the take-off to climb phase intercepts the QAR data from engine start to autopilot (AP) on and in the take-off phase, not reaching the level flight phase. The engine start has a corresponding identification identifier in the original QAR data, and the autopilot on has a corresponding identification identifier in the original QAR data. The approach to landing phase intercepts the QAR data from autopilot off to engine off and in the landing phase and non-level flight phase. The landing phase includes the landing go-around, and the engine off has a corresponding identification identifier in the original QAR data, and the autopilot off has a corresponding identification identifier in the original QAR data. The flight phase identification identifier of the original QAR data is FLIGHT_PHASE, the airspeed identification identifier is IAS, the autopilot includes the left autopilot state (the identification identifier is AP_EGD1) and the right autopilot state (the identification identifier is AP_EGD2), the flight director (FD) is a key component in the electronic system of a civil aircraft, which provides visual flight instructions for pilots to help more accurately control the aircraft; the auto throttle (AT) is a system used to automatically control the engine thrust on a civil aircraft, which works with the autopilot AP to achieve precise speed or thrust management. Whether the flight director FD or the auto throttle AT is used or not is an important indicator to quantify the proficiency of manual operation of the pilot, that is, the manual operation amount is higher when the flight director FD or the auto throttle AT is not turned on than when the flight director FD or the auto throttle AT is turned on.

[0064] In some embodiments, the research flight phase QAR data in method S1 further includes parameter mapping normalization processing, the method is as follows: as shown in Figure 2 , a parameter standard library is constructed, which includes parameter specification naming and corresponding historical parameter names. The parameter standard library constructs a many-to-one parameter mapping relationship (the many-to-one parameter mapping relationship is actually a parameter dictionary, which effectively eliminates the influence of parameter name differentiation of the decoding library, and uses the many-to-one parameter mapping relationship to convert the same parameter into a unified parameter name) of historical parameter name corresponding mapping to parameter specification naming, so as to realize parameter naming unification, description standardization, and category visualization. The historical parameter name is derived from historical flight QAR data. The parameters of the research flight phase QAR data are converted to parameter specification naming by corresponding mapping.

[0065] S2, respectively intercept the data of the take-off to climb phase and the approach to landing phase to manipulate the proficiency quantitative evaluation, the quantitative evaluation method is combined according to the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the slope manipulation quantitative evaluation value, the configuration manipulation quantitative evaluation value combination method respectively quantitatively evaluates the take-off to climb phase and the approach to landing phase.

[0066] Among them, the take-off to climb phase: , wherein is the comprehensive evaluation value of the take-off to climb phase, is the height manipulation quantitative evaluation value of the take-off to climb phase, is the speed manipulation quantitative evaluation value of the take-off to climb phase, is the speed manipulation quantitative evaluation value of the take-off to climb phase, is the configuration manipulation quantitative evaluation value of the take-off to climb phase.

[0067] The approach to landing phase: , wherein is the comprehensive evaluation value of the approach to landing phase, is the height manipulation quantitative evaluation value of the approach to landing phase, is the speed manipulation quantitative evaluation value of the approach to landing phase, is the speed manipulation quantitative evaluation value of the approach to landing phase, is the configuration manipulation quantitative evaluation value of the approach to landing phase. The quantitative evaluation method includes a height manipulation quantitative evaluation method (corresponding to the evaluation of the height manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase), a speed manipulation quantitative evaluation method (corresponding to the evaluation of the speed manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase), a slope manipulation quantitative evaluation method (corresponding to the evaluation of the slope manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase), and a configuration manipulation quantitative evaluation method (corresponding to the evaluation of the configuration manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase). Each evaluation method contained in the quantitative evaluation method is as follows:

[0068] A, height manipulation quantitative evaluation method: the height manipulation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0069] , wherein is the height manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is the height at which the automatic driving is recognized to be disconnected in the take-off to climb phase or the approach to landing phase, is the elevation of the take-off airport in the take-off to climb phase or the elevation of the landing airport in the approach to landing phase, is the airport elevation coefficient, if the take-off to climb phase is calculated, the airport elevation coefficient calculated by the elevation of the take-off to climb phase take-off airport is adopted; if the approach to landing phase is calculated, the airport elevation coefficient calculated by the elevation of the approach to landing phase landing airport is adopted. is the flight guidance state coefficient, is the height manipulation quantization upper limit threshold. In some embodiments, the airport elevation coefficient calculation expression of the present application is as follows: , is the elevation of the take-off to climb phase take-off airport or the elevation of the approach to landing phase landing airport. As shown in Figure 3 , the elevation (i.e. the airport elevation) is the altitude of the airport runway or a specific reference point (usually the runway entrance or the airport reference point), and the airport elevation is measured based on sea level, usually expressed in feet (ft). For example, the elevation of a certain airport in Qingdao is 30 ft (the airport elevation can be obtained through the airport ICAO code, and the code is shown in Figure 6 ), and the airport elevation coefficient of this airport is: .

[0070] B, speed manipulation quantization evaluation method: the speed manipulation quantization evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method:

[0071] , wherein is the speed manipulation quantization evaluation value of the take-off to climb phase or the approach to landing phase, is the airspeed identified as the starting point of the take-off to climb phase or the approach to landing phase, is the airspeed identified as the ending point of the take-off to climb phase or the approach to landing phase, is the automatic throttle state coefficient, is the speed manipulation quantization upper limit threshold.

[0072] C, slope manipulation quantization evaluation method: the slope value sequence set of the take-off to climb phase and the approach to landing phase is extracted respectively, the slope value at time i is represented by , and the slope value sequence set is as shown in Figure 4As shown, bank angle (ROLL) is the angle of inclination of the aircraft around its longitudinal axis (i.e., the angle between the wing and the horizontal plane, one of the core parameters for aircraft turning and attitude control). QAR data records bank angle, and its identifier is ROLL. The bank angle value sequences for all historical flights from takeoff to climb and from approach to landing are statistically analyzed and sorted into P levels based on cumulative time. Each level is assigned an evaluation score. Based on the assigned evaluation scores for each level, the bank angle control quantitative evaluation values ​​for the takeoff to climb phase and / or the approach to landing phase are calculated, and a bank angle control quantitative upper limit threshold is set. , slope manipulation quantitative assessment value ≤ In some embodiments, only N1 slope intervals of interest are selected in the slope manipulation quantification evaluation method (example as follows: selecting...). , Two slope ranges are considered: slopes less than 10 degrees are considered to have high noise levels and are excluded; slopes less than 30 degrees have already triggered safety events. This invention is applied to the quantitative evaluation of safe operating ranges. For more detailed analysis, further selection is possible. Four slope ranges of interest are ranked, graded, and assigned evaluation scores. N1 slope manipulation quantification values ​​are obtained for each of these ranges. The upper limit threshold for slope manipulation quantification for each slope range of interest is: , To focus on the weighting of slope intervals, this embodiment selects... , Taking two slope ranges of interest as an example, the two ranges are as follows: , ,in , They are respectively , The number of median values. This involves statistically analyzing the slope value sequences of all historical flights during the takeoff-climb and approach-landing phases, respectively, across two slope intervals of interest. For example, based on the slope value, it is divided into 4 levels according to the cumulative time, and each level is assigned an evaluation score, as shown in the following example:

[0073] .

[0074] This embodiment divides the slope into four levels on average. The first level is assigned a value of 1, the second level is assigned a value of 2, the third level is assigned a value of 3, and the fourth level is assigned a value of 4. The expression for the slope manipulation quantitative evaluation value is as follows:

[0075] .

[0076] The slope value duration is calculated using the function calculate_continuous_durations(data, lower_bound, upper_bound), which is used to calculate the duration of each unique value in the specified range in the data set. Specifically, it first converts the data to absolute values, filters out the data in the [lower_bound, upper_bound) interval, and counts the frequency of each unique value. Then, the frequency of each value is multiplied by 0.25 to obtain the duration of each value (the data sampling interval is 0.25 seconds). The final result is returned in the form of a dictionary, where the key is the unique value and the value is its duration. The specific software implementation code principle is as shown in Figure 7 .

[0077] D. Configuration manipulation quantitative evaluation method: Extract the configuration state combination data including flaps and slats during the take-off to climb phase and the approach to landing phase, respectively, and obtain the configuration manipulation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase according to the following method:

[0078] , wherein is the configuration manipulation quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is the configuration state record data identified as the starting point in the take-off to climb phase or the approach to landing phase, is the configuration state record data identified as the ending point in the take-off to climb phase or the approach to landing phase, is the upper limit threshold of the configuration manipulation quantitative evaluation.

[0079] In some embodiments, the height manipulation quantitative evaluation method, the speed manipulation quantitative evaluation method, the slope manipulation quantitative evaluation method, and the configuration manipulation quantitative evaluation method are all based on the same upper limit threshold for method evaluation, for example, the same upper limit threshold is 12.5, i.e. are all 12.5.

[0080] In some embodiments, the quantitative evaluation method combines the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the slope manipulation quantitative evaluation value, and the configuration manipulation quantitative evaluation value according to the combination method and combines the take-off to climb phase and the approach to landing phase for comprehensive evaluation:

[0081] , wherein is the comprehensive evaluation value of the take-off to climb phase and the approach to landing phase, , are the comprehensive evaluation values of the take-off to climb phase and the approach to landing phase, respectively, , are weight coefficients of the take-off and climb phase and the approach and landing phase, respectively. Preferably, the weight coefficients take a value of a time ratio or distance ratio of the take-off and climb phase in a total time of the take-off and climb phase and the approach and landing phase. Preferably, the weight coefficients take a value of a time ratio or distance ratio of the approach and landing phase in a total time of the take-off and climb phase and the approach and landing phase.

[0082] In some embodiments, in order to distinguish the on state of the flight director FD or the automatic throttle AT, the present application proposes a flight director state coefficient and an automatic throttle state coefficient The flight director state coefficient in the method S2 takes a value as follows: if the take-off and climb phase or the approach and landing phase is fully on, then ; if the take-off and climb phase or the approach and landing phase is not on at all, then ; if the take-off and climb phase or the approach and landing phase is partially on, then , is a time ratio or distance ratio of the on state of the flight director. The automatic throttle state coefficient in the method S2 takes a value as follows: if the take-off and climb phase or the approach and landing phase is fully on, then ; if the take-off and climb phase or the approach and landing phase is not on at all, then ; if the take-off and climb phase or the approach and landing phase is partially on, then , is a time ratio or distance ratio of the on state of the automatic throttle.

[0083] A civil aviation pilot manual operation proficiency quantitative evaluation device for realizing quantitative evaluation of civil aviation pilot manual operation proficiency, comprising a QAR data interception processing module and a quantitative evaluation calculation system, the QAR data interception processing module is used to intercept QAR data of a research flight phase, the research flight phase includes a take-off and climb phase and an approach and landing phase. The QAR data interception processing module extracts all flight data from a flight data file (CSV or Excel), and then intercepts the QAR data of the research flight phase after data processing, decoding processing and cleaning processing (see Figure 5 ).

[0084] The quantitative evaluation calculation system comprises a height manipulation quantitative evaluation module, a speed manipulation quantitative evaluation module, a slope manipulation quantitative evaluation module and a configuration manipulation quantitative evaluation module, the quantitative evaluation calculation system respectively intercepts data of the take-off-to-climb stage and the approach-to-landing stage and inputs the data into the height manipulation quantitative evaluation module, the speed manipulation quantitative evaluation module, the slope manipulation quantitative evaluation module and the configuration manipulation quantitative evaluation module, the height manipulation quantitative evaluation module obtains the height manipulation quantitative evaluation value of the take-off-to-climb stage or / and the approach-to-landing stage according to the following method: , wherein is the height manipulation quantitative evaluation value of the take-off-to-climb stage or the approach-to-landing stage, is the height at which the automatic driving is disconnected in the take-off-to-climb stage or the approach-to-landing stage, is the elevation of the take-off airport in the take-off-to-climb stage or the elevation of the landing airport in the approach-to-landing stage, is the airport elevation coefficient, is the flight guide state coefficient, is the height manipulation quantitative upper limit threshold value. Taking the height manipulation quantitative evaluation value of the take-off-to-climb stage as an example, the software main code implementation principle of the height manipulation quantitative evaluation value is shown in Figure 8 . The speed manipulation quantitative evaluation module obtains the speed manipulation quantitative evaluation value of the take-off-to-climb stage or / and the approach-to-landing stage according to the following method:

[0085] , wherein is the speed manipulation quantitative evaluation value of the take-off-to-climb stage or the approach-to-landing stage, is the airspeed identified as the starting point in the take-off-to-climb stage or the approach-to-landing stage, is the airspeed identified as the terminal point in the take-off-to-climb stage or the approach-to-landing stage, is the automatic throttle state coefficient, is the speed manipulation quantitative upper limit threshold value. Taking the speed manipulation quantitative evaluation value of the take-off-to-climb stage as an example, the software main code implementation principle of the speed manipulation quantitative evaluation value is shown in Figure 9 . The slope manipulation quantitative evaluation module respectively extracts the slope value sequence set of the take-off-to-climb stage and the approach-to-landing stage, respectively counts the slope value sequence set of all historical flights of the take-off-to-climb stage and the approach-to-landing stage, and divides the slope value into P levels based on the cumulative time sorting, each level is assigned an evaluation score, and the slope manipulation quantitative evaluation value of the take-off-to-climb stage or / and the approach-to-landing stage is counted according to the level evaluation score, and the slope manipulation quantitative upper limit threshold value is set, and the slope manipulation quantitative evaluation value is less than or equal to . Take-off to climb phase slope control quantitative evaluation value as an example, the software main code implementation principle of slope control quantitative evaluation value is shown in Figure 10 . The configuration control quantitative evaluation module extracts the configuration state combination data including flaps and slats in the take-off to climb phase and the approach to landing phase, respectively, and obtains the configuration control quantitative evaluation value in the take-off to climb phase or / and the approach to landing phase according to the following method: , wherein is the configuration control quantitative evaluation value in the take-off to climb phase or the approach to landing phase, is the configuration state record data identified as the starting point in the take-off to climb phase or the approach to landing phase, is the configuration state record data identified as the ending point in the take-off to climb phase or the approach to landing phase, is the configuration control quantitative upper limit threshold value; the software main code implementation principle of the configuration control quantitative evaluation value is shown in Figure 11 . The quantitative evaluation calculation system outputs the quantitative evaluation results alone or in combination.

[0086] In some embodiments, the quantitative evaluation method of the civil aviation pilot manual control proficiency quantitative evaluation device of the present application is combined according to the height control quantitative evaluation value, the speed control quantitative evaluation value, the slope control quantitative evaluation value and the configuration control quantitative evaluation value according to the take-off to climb phase and the approach to landing phase.

[0087] Among them, the take-off to climb phase: , wherein is the comprehensive evaluation value in the take-off to climb phase, is the height control quantitative evaluation value in the take-off to climb phase, is the speed control quantitative evaluation value in the take-off to climb phase, is the speed control quantitative evaluation value in the take-off to climb phase, is the configuration control quantitative evaluation value in the take-off to climb phase.

[0088] The approach to landing phase: , wherein is the comprehensive evaluation value in the approach to landing phase, is the height control quantitative evaluation value in the approach to landing phase, is the speed control quantitative evaluation value in the approach to landing phase, is the speed control quantitative evaluation value in the approach to landing phase, is the configuration control quantitative evaluation value in the approach to landing phase.

[0089] The above merely describes preferred embodiments of the present application, and is not used to limit the present application, any modification, equivalent replacement and improvement within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A quantitative evaluation method for assessing the manual operation proficiency of civil aviation pilots, characterized in that: The method comprises: S1, setting a research flight phase, the research flight phase comprising a take-off to climb phase and an approach to landing phase, and intercepting QAR data of the research flight phase; S2, intercepting data of the take-off to climb phase and the approach to landing phase respectively to perform quantitative evaluation of manipulation proficiency, the quantitative evaluation method comprising the following evaluation methods alone or in combination: A, height manipulation quantitative evaluation method: the height manipulation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method: wherein is a height maneuver quantification evaluation value for the take-off to climb phase or the approach to landing phase, is the height at which the automatic pilot is identified to be disconnected for the take-off to climb phase or the approach to landing phase, is the elevation of the take-off airport for the take-off to climb phase or the elevation of the landing airport for the approach to landing phase, is the airport elevation coefficient, is the flight guidance state coefficient, is a height maneuver quantification upper threshold value; B, speed manipulation quantitative evaluation method: the speed manipulation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method: wherein is a speed maneuver quantification evaluation value for the take-off to climb phase or the approach to landing phase, is an airspeed identified as a starting point for the take-off to climb phase or the approach to landing phase, is an airspeed identified as an end point for the take-off to climb phase or the approach to landing phase, is an automatic throttle state coefficient, is a speed maneuver quantification upper threshold value; C. Slope control quantitative evaluation method: respectively extract the slope value sequence set from the take-off to the climbing stage and the approach to the landing stage, respectively count the slope value sequence set of all historical flights from the take-off to the climbing stage and the approach to the landing stage, and divide them into P grades based on the cumulative time ordering of the slope value. Each grade is assigned an evaluation score. The slope control quantitative evaluation value of the take-off to the climbing stage or / and the approach to the landing stage is calculated according to the grade evaluation score. Set the upper limit threshold of the slope control quantification , the slope control quantitative evaluation value ≤ ; D, configuration manipulation quantitative evaluation method: configuration state combination data including flaps and slats of the take-off to climb phase and the approach to landing phase are extracted respectively, and the configuration manipulation quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is obtained according to the following method: , wherein is a configuration maneuver quantification evaluation value for the take-off to climb phase or the approach to landing phase, is configuration state logged data identified as a starting point for the take-off to climb phase or the approach to landing phase, is configuration state logged data identified as an end point for the take-off to climb phase or the approach to landing phase, is a configuration maneuver quantification upper threshold value.

2. The method of claim 1, wherein the method further comprises: determining a flight path of the aircraft; and determining a flight path of the aircraft based on the flight path of the aircraft and the flight path of the aircraft based on the flight path of the aircraft. In the method S2, the quantitative evaluation method is combined according to the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the slope manipulation quantitative evaluation value and the configuration manipulation quantitative evaluation value, and is quantitatively evaluated according to the take-off to climb phase and the approach to landing phase respectively. wherein the take-off to climb phase: wherein is a combined evaluation value for the take-off to climb phase, is a height handling quantitative evaluation value for the take-off to climb phase, is a speed handling quantitative evaluation value for the take-off to climb phase, is a speed handling quantitative evaluation value for the take-off to climb phase, is a configuration handling quantitative evaluation value for the take-off to climb phase; Approach to landing phase: wherein is a comprehensive evaluation value for the approach to landing phase, is a height handling quantitative evaluation value for the approach to landing phase, is a speed handling quantitative evaluation value for the approach to landing phase, is a speed handling quantitative evaluation value for the approach to landing phase, is a configuration handling quantitative evaluation value for the approach to landing phase.

3. The method of claim 1, wherein the method further comprises: determining a flight path of the aircraft; and determining a flight path of the aircraft based on the flight path of the aircraft and the flight path of the aircraft based on the flight path of the aircraft. The height manipulation quantitative evaluation method, the speed manipulation quantitative evaluation method, the slope manipulation quantitative evaluation method and the configuration manipulation quantitative evaluation method are all based on the same upper threshold for method evaluation.

4. The method of claim 2 or 3, wherein the method further comprises: determining the pilot's manual control proficiency level based on the at least one of the first and second manual control proficiency parameters. In the method S2, the quantitative evaluation method is combined according to the height manipulation quantitative evaluation value, the speed manipulation quantitative evaluation value, the slope manipulation quantitative evaluation value and the configuration manipulation quantitative evaluation value, and is comprehensively evaluated according to the take-off to climb phase and the approach to landing phase: wherein is a take-off to climb phase and approach to landing phase combined evaluation value, , are take-off to climb phase and approach to landing phase combined evaluation values, respectively, , are take-off to climb phase and approach to landing phase weight coefficients, respectively.

5. The method of claim 4, wherein the method further comprises: determining the pilot's manual control proficiency level based on the at least one of the plurality of parameters. weight coefficient is the time ratio or distance ratio of the take-off to climb phase in the total time ratio or distance ratio of the take-off to climb phase and the approach to landing phase; the weight coefficient is the time ratio or distance ratio of the approach to landing phase in the total time ratio or distance ratio of the take-off to climb phase and the approach to landing phase.

6. The method of claim 1, wherein the method further comprises: determining a flight path of the aircraft; and determining a flight path of the aircraft based on the flight path of the aircraft and the flight path of the aircraft based on the flight path of the aircraft. The take-off to climb phase intercepts QAR data from engine start to automatic pilot connection and in the take-off phase and not in the level flight phase, the engine start has a corresponding identification identifier in the original QAR data, and the automatic pilot connection has a corresponding identification identifier in the original QAR data; the approach to landing phase intercepts QAR data from automatic pilot disconnection to engine shutdown and in the landing phase and not in the level flight phase, the landing phase includes landing go-around, the engine shutdown has a corresponding identification identifier in the original QAR data, and the automatic pilot disconnection has a corresponding identification identifier in the original QAR data.

7. The method of claim 1, wherein the method further comprises: determining a flight path of the aircraft; and determining a flight path of the aircraft based on the flight path of the aircraft and the flight path of the aircraft based on the flight path of the aircraft. The QAR data of the research flight phase in the method S1 further comprises parameter mapping normalization processing, and the method is as follows: a parameter standard library is constructed, the parameter standard library comprises parameter specification naming and corresponding historical parameter names, the parameter standard library constructs a one-to-many parameter mapping relationship in which the historical parameter names are mapped to the parameter specification naming, and the historical parameter names are derived from historical flight QAR data; and the parameters of the research flight phase QAR data are correspondingly mapped and converted into parameter specification naming.

8. The method of claim 1, wherein the method further comprises: determining a flight path of the aircraft; and determining a flight path of the aircraft based on the flight path of the aircraft and the flight path of the aircraft based on the flight path of the aircraft. Flight guidance state coefficient in method S2 The value method is as follows: if the whole stage of take-off to climbing stage or approach to landing stage is connected, then ; if the whole stage of take-off to climbing stage or approach to landing stage is not connected, then ; if part of the stage of take-off to climbing stage or approach to landing stage is connected, then , is the time ratio or distance ratio of flight guidance state connection; automatic throttle state coefficient in method S2 The value method is as follows: if the whole stage of take-off to climbing stage or approach to landing stage is connected, then ; if the whole stage of take-off to climbing stage or approach to landing stage is not connected, then ; if part of the stage of take-off to climbing stage or approach to landing stage is connected, then , is the time ratio or distance ratio of automatic throttle state connection; the airport elevation coefficient calculation expression is as follows: , is the elevation of the take-off airport in the take-off to climbing stage or the elevation of the landing airport in the approach to landing stage.

9. The method of claim 1, wherein the method further comprises: determining a level of proficiency of the pilot based on the comparison. In the slope control quantitative evaluation method, only N1 slope intervals of interest are selected to perform ranking and grading evaluation of the slope intervals of interest, and N1 slope control quantitative evaluation values corresponding to the N1 slope intervals of interest are obtained. The upper limit threshold of the slope control quantitative evaluation value corresponding to the slope interval of interest is: , is the weight of the slope interval of interest.

10. A civil aviation pilot artificial manipulation proficiency quantitative evaluation device for implementing the civil aviation pilot artificial manipulation proficiency quantitative evaluation method according to claim 1, characterized in that: The application comprises a QAR data intercepting processing module and a quantitative evaluation calculation system, the QAR data intercepting processing module is used for intercepting QAR data of research flight phase, the research flight phase comprises a take-off to climbing phase and an approach to landing phase; the quantitative evaluation calculation system comprises a height manipulation quantitative evaluation module, a speed manipulation quantitative evaluation module, a slope manipulation quantitative evaluation module and a configuration manipulation quantitative evaluation module, the quantitative evaluation calculation system respectively intercepts data of the take-off to climbing phase and the approach to landing phase and inputs the data into the height manipulation quantitative evaluation module, the speed manipulation quantitative evaluation module, the slope manipulation quantitative evaluation module and the configuration manipulation quantitative evaluation module, the height manipulation quantitative evaluation module obtains a height manipulation quantitative evaluation value of the take-off to climbing phase or / and the approach to landing phase according to the following method: Wherein is the height manipulation quantitative evaluation value of the take-off to climbing phase or the approach to landing phase, is the height when the automatic driving is disconnected in the take-off to climbing phase or the approach to landing phase, is the elevation of the take-off airport in the take-off to climbing phase or the elevation of the landing airport in the approach to landing phase, is the airport elevation coefficient, is the flight guide state coefficient, is the height manipulation quantitative upper threshold value; the speed manipulation quantitative evaluation module obtains a speed manipulation quantitative evaluation value of the take-off to climbing phase or / and the approach to landing phase according to the following method: wherein is a speed maneuver quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is an airspeed identified as a starting point of the take-off to climb phase or the approach to landing phase, is an airspeed identified as an ending point of the take-off to climb phase or the approach to landing phase, is an automatic throttle state coefficient, is a speed maneuver quantitative upper threshold value; the slope maneuver quantitative evaluation module extracts a slope value sequence set of the take-off to climb phase and the approach to landing phase respectively, respectively counts the slope value sequence set of all historical flights of the take-off to climb phase and the approach to landing phase, and divides the slope value into P levels based on the cumulative time ordering, each level is assigned an evaluation score, and the slope maneuver quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase is respectively calculated according to the evaluation score of the level, and the slope maneuver quantitative upper threshold value is set , the slope maneuver quantitative evaluation value ≤ ; the configuration maneuver quantitative evaluation module extracts the configuration state combination data including the flap and the slot wing of the take-off to climb phase and the approach to landing phase respectively, and obtains the configuration maneuver quantitative evaluation value of the take-off to climb phase or / and the approach to landing phase according to the following method: , wherein is a configuration maneuver quantitative evaluation value of the take-off to climb phase or the approach to landing phase, is configuration state record data identified as a starting point of the take-off to climb phase or the approach to landing phase, is configuration state record data identified as an ending point of the take-off to climb phase or the approach to landing phase, is a configuration maneuver quantitative upper threshold value; The quantitative evaluation calculation system outputs the quantitative evaluation results alone or in combination.

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